berdon



A. E. BERDON,

IGNITION CONTROLLER.

APPLICATIONFILED JAN-10,1917.

Ptented Aug. 23, 1921.

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nmzufoz A. E. BERDON.

IGNITION CONTROLLER.

'APPLICATION FILED JAN-10,!917.

1,388, 2 Patented Aug. 23,1921.

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IGNITION CONTROLLER. APPLICATION FILED IAN. I0. 1917.

a 7v 1 I, m M 1m m .1 U r 3 m m a L Aw N. d3 m m w h w ,w? Mm ALBERT E. BERDON,-'0F ANDERSON,

INDIANA, ASSIGN OR TO REMY ELECTRIC GOM- PANX, OF ANDERSON, INDIANA, A CORPORATION OF INDIANA.

IGNITION-CONTROLLER.

Specification of Letters Patent. Patented Aug. 23, 1921.

, Application filed January 10, 1917. Serial No. 141,508.

To all "whom-it may concern Be it known that I, ALBERT E. BERDON, a citizen of the United States, residing at Anderson, in the county of Madison and State of Indiana, have invented certain new and useful Improvements in, Ignition-Controllers, of which the following is a full, clear, and exact description.

This invention relates to certain new and useful improvements in ignition controllers and has for its object the provision of a device which will automatically advance the ignition timer or sparking device so that the spark in the engine cylinders will always occur as early as the operating conditions of the engine will require for best performance. y

The timing of the spark of internal combustion engines has been controlled in various ways. Centrifugal devices have been used which control the time of spark by means operated in accordance with the speed of the engine. In the Nickerson Patent No. 1,139,707 patented May 18. 1915, the timing of the spark is controlled to a certain extent in accordance with the suction conditions in the intake manifold.

My present invention relates to improvements on devices of the character just referred to, namely. to the centrifugal spark timing devices. and to the structure shown in the Nickerson patent. It is among the objects of my invention to provide as nearly aspossible for a proper positioning of the spark timing device to correspond with the conditions under which the engine is operating and to do this automatically over all of the changes of such conditions.

For example, it has been found that these conditions vary according to the load on the engine, according .to the speed, and it is also found that a different set of conditions obtainwhen the engine is running idle ;as is customary when the automobile is at rest and the engine is running without being geared to the running gear of the vehicle. Again, one of the conditions that has to be taken into consideration is the fact that in many instances the suction in the intake manifold is much higher for low engine speed with light loads than it is with high engine speeds and heavy loads. and similarly there are other peciiliar variations of conditions which have to be taken into mnsideration to meet all of the pos ible conditions under which the automobile may run. It is for the purpose of most closely approximating the ideal position of the spark timing device according to the varying and sometimes opposing engine conditions that .the present inventlons are devised, a pre ferred form of embodiment of which is shown and described herein.

Broadly, the'apparatus which forms one embodiment of my invention consists of three main parts. One is the timer distributer which is somewhat similar to thosev gine of the internal combustion type to which my improved devices for controlling the spark timing are attached.

Fig. 2 is a top plan view of the suction controller showing the distributer terminal and the outside of the suction cylinder.

Fig. 3 is a view similar to Fig. 2, but with the distributer cap and distributer segment removed and the suction device for setting the timing shown in central section.

Fig. 4: is a'central vertical section of the timer distributer and setting device taken on line 4-4, of Fig. 3.

Fig. 5 is a detail sectional view takenat right angles to the views shown in Fig. 4, namely, on 55 of Fig. 2.

Fig. 6 shows a modified form in which a single spring is used to restrain the suction operated devices against movement instead of the compound spring shown in Fig. 3.

Figs. 7, 8 and 9 are detail views of the modified form of the suction manifold connection.

Fig. 10 is a sectional view of the manifold connection shown in Fig. 9 and taken on line 10-10.

F i 11 is a detail view of another form of I u manifold connection.

Distribute? timer. 7

its lower end a miter gear 13 meshing a similar miter gear 14 on an engine driven shaft. Casing 10 is rigidly secured to any fixed part of the engine, as by a bracket shown in-Fig. 1. Fixed to rotate in unison with shaft 12 at the upper end thereof, there 1s a segment block 15 which carries the usual brush 16 and segment 17. Mounted in the distributer cap 18 are a number of secondary terminals 19 and 20. 20 is the com mon terminal to which the secondary current is lead. The members 16 and 17 take the current from the common terminal 20 and successively distribute it to pins 19 which are connected tothe various terminal posts 19 From these terminal posts 19 a number of wires lead to the spark plugs in the well known manner. As the distributer part of this device is of a well known construction, no further description is herein believed to be necessary. Surrounding shaft 12 and in the lower part of the casing 10 there is a;

boss 21. The boss 21 forms a central support for a steel .plate 22. This plate is preferably hardened .and rests upon the bottom of the casing 10 at the periphery, as clearly shown in Figs. 4 and 5. Above plate 22 is a ball bearing cage 23, having a plurality of ball bearings therein. Above the ball bearing plate there is a second hardened steel plate 2 1, which in turn supports a timer plate 25. The purpose of the ball bearing is to permit this timer plate 25 to be oscillated with a minimum of friction and drag. This is quite important in devices of this sort, in which the timer plate is actuated by engine suction. By minimizing the friction the timer must move if the suction actuated mechanism moves, whereas the suction can vary without moving the suction actuated mechanism if the friction is great. The boss 21 forms a central locating bearing for timerplate 24 and prevents this plate from being displaced sidewise within the casing and possibly rubbing against the side walls thereof. Y

The timer plate I will also term the breaker plate, as it serves as a base for the circuit breaker which will now be described. Upon the top of the timer plate are two strips of insulated material 25 and 25",

which insulate the timer plate from plates post 30, which forms a pivotal support for a breaker lever 31. The breaker lever 31 carries a contact 32, which is adapted to cooperate with the fixed .contact 29. The breaker lever is normally held against the fixed contact by means of the usual coil spring 33. Adjacent the breaker lever 31, the shaft 12 is tapered, as shown in Fig. 4. This tapered portion of the shaft is adapted to receive the timing cam 35. The timing known manner.

block 31 carried by the breaker lever 31, and

to thereby open the contact between fixed contact 29 and movable contact 32 carrier by the breaker lever. In this way the primary ignition circuit is interrupted in the well Plates 26 and 27 also carry on their upper sides sector shaped contact plates 37 and 38, respectively. Intermediate the timer casing 10 and the distributer cap there is a metal ring 39. Secured to this metal ring are two metal blocks 40, which project through slots in the timer casing 10, as shown. in Figs. 3 and 5. The blocks 10 may or may not be both insulated from the ring; in the grounded type of ignition one onlyis grounded. These metal blocks 40 are bored out to receive spring pressed plungers 41, which rest respectively upon the contact plates 37 and 38 in the manner shown in Figs. 3 and 5. In order to insure a proper electrical connection between the metal blocks 40 and the spring pressed plungers 41, I provide flexible connecting wires 42' Connected to the metal block 40 and'outside the ring 39 are two binding posts 43 and 44;. As binding post 13' is grounded to the ring it does not function as a binding post in the embodiment illustrated. Binding post 44 is insulated from ring 39, as shown in Fig. 5.

In systems where a non-grounded contact breaker is desired, the binding post 43 may be also insulated, as will be readily under stood. The purpose of these arrangements of spring pressed plungers and contact plates is to provide a means for conducting current to and from the circuit breaker le-- ver 31 and fixed contact 29 without attaching wires to the terminal plate and at the same-time insure a good electrical connection at all times. It will be understood that the timer plate and the contact plates 36 and 37, as well, are rocked when the timing is advanced, therefore it is necessary to provide some such means as the spring pressed plungers to permit a relative movement of the timer plate and the terminal devices. The arrangement herein shown has proved satisfactory in that it permits a" timer plate to be rocked with a minimum of friction, and at the same time assures the proper conducting of the current to the circuit breaker device.

leads to the battery 13, and another wire 16 leads from the opposite side of this batteryto the primary winding of a spark coil S. The other end of the primary winding is ground- From insulated terminal -14 a wire 46 associating devices, were rocked in the oppo-' site direction. In order to effect these movements of the timing plate, I provide a timing setting device which will now be de-- scribed.

Timing plate setting derive.

At one side of the casing 10 there is a substantially cylindrical boss 50, which boss is preferably integral with the casing 10. This boss portion 50 is adapted to receive a suction cylinder 51. This suction cylinder 51 is prevented from shifting endwise in the boss 50, by means of'a pin 52 secured to an indicating plate 53 having a scale 53 located adjacent a fixed line 50 on boss 50. The indicating plate .in turn is adapted to be clamped to the boss 50 by means of screws 54, which screws )ass through slots in the indicating plate. t will be understood that by loosening the screws 54 the suction cylinder can be shifted slightly endwise with respect 'to' the boss, then by tightening the screws the cylinder will be maintained in the position to which it has been set. The purpose of this adjustment will be explained later. It may be here stated, however, that the relative position of the suction cylinder and boss may be determined by the inspection of the scale 53-. vThe person adjusting this device observes the relative positions of these scale markings with respect to the fixed line 50 The scales may be seen by referring' to Fig. 1 of the drawing.

One side of the suction cylinder 51 is slotted, as shown at 58. The casing 10 is also broken away adjacent this slot to permit a handle 59 on timer plate 25 to project within the suction cylinder. \Vithin the suction cylinder are two tandem spaced apart pistons 60 and 61. These pistons are preferably made of graphite in order that they may move freely within the cylinder with a minimum of friction and without lubrication. They are secured together by means of a cylindrical member 62. The cylindrical member 62 is grooved atthe' center .to receive the finger piece 59 projecting from the timer plate. It will therefore be seen that any vmovement of the tandem pistons within the suction cylinder will impart a corresponding movement to the timer plate within the casing. The left hand end of 'place asquickly as possible.

the suction cylinder is permanently closed.

Piston 60, acting in the closed end of the suction cylinder, acts as a dash pot piston. The cylindrical member 62 is centrally bored in order to provide a duct 63 through which air may pass through piston 60. It is desirable that the transfer of air from one side of piston 60 to the other side thereof should be more rapid in one direction than it is in the other. I therefore provide a check. valve 64 in duct 63. aluminum or some light metal and is prevented from being displaced entirely from its seat in any desired manner, as by an abutment on member 62. The check valve is also provided with a pin hole 65.

The tandem pistons 60 and 61 shown in Fig. 3 are drawn to the-right to advance the spark and return to thele'ft to retard the timing of the ignition as has been previously explained. The means for moving the pistons in either direction will be hereinafter explained. For proper engine running condition it is desirable that the spark advance should not take place too quickly. At the same time it is also desirable that the retarding of the spark timing devices should take The check valve heretofore described insures that the contact breaker be moved slowly in, a counter-clockwise direction and rapidly in a reverse direction. If, the tandem pistons 60 and This check valve is made of 61 be moved quickly to the right, their speed of movement will be limited by the amount of air which can pass through the pin hole 65 in' check valve 64 at a given time. At the same time if the pistons tend to move toward the left rapidly to retard the spark, their movement. in this direction is unimpeded since the air entrapped. behind the piston 60 can pass freely through the check valve, as the check valve merely lifts from its seat and allows the air to flow into the space between the two tandem pistons.

It may be here stated that tandem pistons 60 and 61 move to the right under influence of the engine suction. The means for obtaining this suction will be explained in more detail hereafter. It will be here stated. however, that reducing the air pressure to the right of piston 61 below the pressure of the atmosphere atmospheric pressure to the left of this piston 61 will tend to move both pistons in a right hand direction, as viewed in *ig. 3. The movement of these pistons to the right is resisted by the action of one or engine suction conditionsand the spark or timing characteristics of the engine, and. these conditions are determined by practice.

in the field. \Vhen the compound springs are used it is desirable to provide' an adjustment to determine the extent to which the weaker spring is compressed before there is any appreciable compression of the stronger spring. The construction, now to be described, provides a ready means for making these adjustments. 1

A part of cylindrical member 62, which projects through piston 61, is bored out as shown in 66 to receive a stud 67. Stud 67. is provided with a shoulder 68, which seats against the end of member 62. One end of the stud is also threaded to receive a threaded washer 69. This threaded washer forms a rear abutment for a light coil spring 70. Also threaded on the stud and spaced somewhat from the threaded washer is a collar like member 71 having a shoulder thereon ing in a recess in the cap on the end of the suction cylinder. This cap is-provided with a nipple 74.- to which the suction pipe leading to the manifold is attached. Intermediate the collar like member 71 -and the threaded washer 69 there are placed a number of spacing washers 75. One purpose of 'these spacing washers is to limit the extreme movement of the cup shaped member 72 in a left hand direction. By removing one or more of these washers and advancing the threaded Washer 69 on the stud the initial tension of the light coil 70 maybe increased. Conversely, the adding of additional washers and the backing oil of the threaded washer will diminish the initial tension upon the light coil spring. The distance between the right-hand spacing washer 75 and theinside edge of cup 72, determines the extent that the light coil spring 7 0 will contract before cup 72 comes intocontact with the right-hand washer 75 to thereby limit the further contraction of the light spring 70. It will also be understood that collar like members 71 of on the spring can also be adjusted. The devices just described provide a ready means used as well.

of adjusting the springaction, and it is to be understood that these are merely illustrative of one embodiment of the adjusting devices, v

and that other adjusting devices could be Referring'to Fig. 3, as piston 61 moves from the full retard position to the right under the influence of engine suction, the ratio of increment of movement of the piston to the increment of suction pressure in,- crease is relatively great up to a certain value of suction pressure, determined by what compression will have been attained by spring when the right hand washer contacts with cup 72. After this occurs, greater resistance to the movement of piston 61 will be oflt'ered by the stronger spring 73. Therefore the ratio of increment of piston movement to the right to increment of increase in suction pressure will be less as the suction pressure increases above the said certain value. In this way the advancing of the ignition takes place initially at a certain rate and then at a slow rate as engine suction and speed increases beyond a certain value.

If the initial compression of spring 70 is changed .then both rates of spark advance will be changed. If the limit of compression of spring 70 is varied then the ranges of these rates" of spark advance will be varied. For example, if the limit of compression of spring 7 0 be increased then the range of the greater rate of advance will be increased.

With certain engines the compound spring arrangementis not necessary. I then employ a single spring, see Fig. 6. Spring 73 seats in a cup 72, similar to the cup shown in Fig. 3. The cup 72 is mounted upon a collar 71 threaded on a stud 67 which is carried by the right hand piston 61. The initial tension of this single coil spring 73 member 71 on the stud as will be readily understood. With either of the constructions, namely either Fig. 3 or 5, the right hand coil-of the heavy spring 73 is made slightly larger so that it will fit tightly in the recesses in the cap. This will prevent the springs from being displaced when the piston is. moved to the left.

.By means of the ignition setting devices just described the degree of spark advance will depend first on the tension of the compound springs and secondly upon the degree of vacuum or suction acting to the right of piston 61. A greater vacuum will cause a greater advance anda decrease in vacuum 1n cylinder 57 will allow the spring or springs to retard the spark. The degree of advance will therefore depend at all times primarily upon the degree of suction in cylinder 51 to the right of the piston if one. disregards the varying action of the compound springs.

Manifold connections.

aware. I x r In the following explanation I will term the manometer reading of the difference in pressure between the outside air and the fuel mixture within the manifold as the suction pressure or suction therein. Assume first that the throttle opening is kept const-ant and thatthe speed of the engine is varied by varying the load upon the engine. The suction in the manifoldwill increase as the speed increases because more gas must pass through the same opening in the same time, and in order that the gas pass the throttle more pressure will be required, or in, other words there must bemore suction 'of'the vacuum within the manifold. Therefore it may be stated that with a constant throttle opening, and variable speed the suction in the manifold will be proportional t engine speed." r

.Now consider a condition in which the engine speed is held constant by increased loading while the throttle is opened moreand more. With this condition, the piston displacement per unit of time is constant as the engine speed is. constant. The gas pass-' ing the throttle in the'manifold to the cylinders has aconstantly increasing opening to pass through in the same period of time. Therefore. the force required to move the gas is comparatively small and becomes less and less as the throttle opens and therefore the suction pressure within the manifold will decrease as the throttle is opened and more load applied to the engine;

As a result of these conditions it may be stated for purposes of illustration that a certain engine will show a suction pressure within the manifold of 25" of Hg when the engine is running under a light load at a relatively low speed, as when pulling an automobile along a level well paved street. The same engine when running at a high speed with full load and wide open throttle will show a suction pressure within the manifold of about 4.5" of Hg. Now, if-it is assumed that the spark advance for the high speed condition should be about equal to the degree of advance for the light load conditions it will be apparent that the advance cannot be obtained by a suction device dependingdirectly upon the suction in the manifold. For if the spark be advanced the properv amount'by the vacuum operated setting device with a vacuum pressure of say 25 of Hg, it is obvious that an equal advance would not be. attained with a suction pressure of 4.5 Hg in the manifold. The advance if proper for light loads would be 'too small for high speeds with open. throttle. Orif the adjustment were made for open throttle conditions the advance would be excessive with light loads, with closed throttle.

means for automatically compensating for these conflicting suction pressures in the manifold. For example, again referring to the illustration of pressures previously given, some means should be provided tocut down the excessively high vacuum pressure (25" Hg) to the low pressure of 4.5" Hg. This "7 5 It is therefore desirable to provide some it means however should not cut down the lower pressures (4.5 Hg) proportionally if at all. A device to carry out such a result should preferably also be simple :and automatic so that no attention need begiven to it by the driver of the machine.

As-regards the proper degree of advance for the spark, there are a number of factors involved. These factors need not be explained in detail here but it may be pointed out that it is a well known fact-that the spark may be advanced more when an automobile is running at light loads at a given speed than it can be when run at the same speed with a heavier load. It may be therefore stated (omitting other factors involved) that the spark advance should depend upon both'load and speed. It is also well known. that for proper idling the ignition should be retarded. With a vacuum devfice means should be provided for cutting out the effect of the vacuum when the engine isidling.

Thev manifold connection which controls the suction pressure as applied to the ignition setting device will now be described.

In Fig. 1, one form of compensating levice is shown. On Sheet 2 (Figs. 7', 8, 9. 10, 11) are shown other forms of the suction compensating device.

In Fig. 1, 80 is the usual carbureter attached to inlet manifold 81 which conducts the mixture to the engine cylinders 83, 84 is a throttle valve of the butterfly type which is journaled in the inlet manifold and which has the usual link 85 connecting with the connecting duct 89 to pipe 86 and within the ducts 87 and 88 are' regulating needle valves 91 and 92 respectively.

Ducts 87,88 and 89 the edge of the throttle has passed by duct form a by-pass for a 1 part of the gas flowing in the manifold, after 87. Gas will flow in through duct 88 through 89 and out of duct 87 above the throttle. The volume and rate of flow through the by-pass will depend upon the pressure conditions in the manifold adjacent the entrance of ducts 87 and 88. The volume and rate of flow through the by-pass are also controlled by the resistance of the bypass to the passage of gas therethrough and by restricting the flow out of the upper duct,-

as by a needle valve or by the size of the duct or aperture leading to the manifold.

The suction pressure in branch duct 90, pipe 86 and cylinder 51 can be made less than the high manifold pressure when the throttle is partially closed. However with a wide open throttle the pressure at the entrance of duct 87 is practically that of the pressure at the entranceof 88 and consequently there is practically no flow through the by-pass and the' suction pressure in branch 90 is not reduced. By the means just described the suction of the manifold is compensated for and the proper suction obtained in branch 90 for'various operating conditions. Branch duct 90 leads into connecting duct 89 preferably midway between ducts 87 and 88. Upper duct 87 leads below the edge of. throttle when the latter is in substantially closed or idling position. Lower duct 88 leads into the manifold considerably below duct 87, the exact position depending upon i arious conditions.

It should be understood that the position of the edge of the throttle is one of the factors which controls the pressure at the outlets of the ducts 87 and .88. It is obvious that with the edge of the throttle just below the duct 87 the suction pressure at the entrance of duct 87 will be higher than when the throttle is lower and in this way the volume and rate of flow through. the by-pass is partially controlled. 7

Generally I have found that more resistance must be placed in upper duct 87 than in lower duct 88 to correct the effective vacuum pressure in branch duct 90 and pipe Needle 92 may be said to control the quantity of gas admitted and flowing through the by-pass whereas needle 91- controls the drop in suction pressure which is desired to be effected. Fig. 7 shows a modified form of manifold connection in which only one adjusting needle valve 91 is used for upper duct 87, after sirable for efficient running conditions and the proportions of the ducts 87 and 8 8 have been determined; particularly the latter,"

pressure and consequently there will be no flow of gas in the by-pass and therefore the pressure in pipe 86 and in the suction setting device will be the atmospheric pressure.

' WVith this condition the spring devices will act to retard the timing.

Vith certain engines a quick initial spark advance is desirable. For such engines the construction. shown in Figs. 9 and 10 is ad; vantageous. Duct 87 is not drilled entirely through the wall of the manifold. The final communication to the manifold is through a thin arcuate slot 87 preferably made by means of a small circular saw. This saw cut is in a horizontal plane and quite close to the lower edge of the throttle valve. With this construction the edge of the throttle valve need only make a very small movement before it establishes communication between duct 87 and the manifold above the throttle. This construction is adapted to apply the vacuum to the ignition setting device at an earlier period in the movement of the valve than in theconstruction heretofore described thereby giving the spark a quick initial advance. 7

Fig. 11 shows another form of manifold connection. Here pipe 86 connects with an arcuate pipe 95. This pipe fits closely in a hole 96 in the throttle valve and is slotted as shown at 96. When the throttle is in closed position the slit is entirelybelow the throttle and the pressure in the manifold below the throttle. Then as the throttle moves downward part of the slot is above and part below the throttle. The result is that the vacuum pressure in the system will depend upon the area of the slot below andabove the throttle and of the volume of gas flowing through the arcuate pipe. This device will also control the degree of vacuum in the manner described and shut of the vacuum when the throttle is substantially closed for proper'idling conditions.

The'devices herein described are effective to cause suction to be effectively applied to the suction cylinder to thereby advance the spark. The arrangement is adapted to advance the spark to the maximum extent deboth in accordance with load, speed, or

tard the spark sufficiently to compensate for the additional load. Then if the speed inautomatically.

The use of a device of this sort will maintain the spark timing at a point just below combustion engines, in combination with a ditions.

in adjusted position upon that degree of advance WhlCh will cause a knock in the engine thereby causing the engine to accelerate rapidly and respond quickly to changes in load and speed con- Since with thisi device the degree of spark advance is maintained fairly close to the knocking point, for effective running conditions, it is desira 1e to adjusting the time of spark should engine conditions change to such an extent as to cause knocking tb occur. For example, if there are deposits of carbon in the cylinders it is necessary to reset slightly to avoid} knocking. For this'purpose the adjusting of cylinder 51 relatively to the boss 50 is provided. This adjustment has been previously explained.

It will be understood that my invention is not limited to the precise form shown and described. What I' claim as my invention is more particularly defined by the appended claims.

- I claim 1. In an ignition controller for internal combustion engines, in combination with a timer device including a casing and a 'movable member for; setting the timer device; a suction device 'for actuating the movable member, said suction device including a piston connected with said-movable member and a cylinder 'adjustably mounted upon said casing.

2. In an ignition controller for internal timer device including a-casing and a movable member for setting the timer device; a suction device for actuating the movable member, said suction device including a pis-' ton connected. with said movable member and a cylinder slidably mounted upon said casing, and means for securing said cylinder said casing.

3. In an ignition controller for internalcombustion engines, in combination with a timer device including a movable member for setting the tlmer device; a suction devlce for actuatlngi the movable member, said suction device including a cylinder connected with the engine, a suction piston located in said cylinder and connected with said movable member,-and a dashpot piston located in sald cylinder and connected with the suctlon piston} v 4. In an ignition controller for internal combustion engines, in cgmbination with a timer device including a casing and a movable member having a handle for setting the timer device; a suction devicefor actuating the movable member, said suction'device including a cylinder mounted on said casing provide a means for.

the spark timing v I and having an opening through which said handle projects, pistons on each side of said handle, and means connecting said pistons with said handle.

5. In an ignition controller for internal combustion engines, in combination with a timer device including a casing and a movable member for setting thetimer device; 'a suction device for actuating the movable member, said suction device including a cylinder, tandem pistons therein, means between said pistons connecting them with said movable member, said cylinder being closed at one end and havingthe other end in communication with the engine intake, the piston adjacent the closed end of the cylinder vhaving a passage therethrough controlled by a valve; and including means for restoring said pistons to retard position when the suction in the cylinder decreases.

6. In an ignition controller for internal combustion engines, in combination with a timer device including a casing'and a movable member for setting the timer device; a suction device for actuating the movablemember, saidsuct-ion device including a cylinder, tandem pistons therein, means between said pistons connecting them with saidmovable member, said cylinder being closed .at oneend and having the other end in communication with the engine intake, the piston adjacent the closed end of the cylinder having a passage therethrough controlled by a valve; and including a spring device located between the open end of the cylinder and the adjacent piston.

7. In an ignition controller for internalcombustion engines, the combination with a timer device; of means responsive to engine suctionincluding a movable member for advancing and retarding said timer device; and means. for hindering the advancing movement of said movable member whereby said movable member will respond less rapidly to an increase in engine suction than to. a decrease in engine suction.

8. In an ignition controller for internal-' combustion engines, the combination with a timer device; of means responsive to engine suction includinga movable member for advancing and retarding the timer device; and means opposing the advancing movement of said member with a certainresistance and then with greater resistance when the suction of the engine has increased above a predetermined value whereby the advancing of the timer device will take place initially at a certain rate and then at a lesser rate as the speed of the engine increases.

9. In an ignition controller for internaL combustion engines, the combination with a timer device; of means responsive to engine suction for setting said timer device, said means including a cylinder open to the atmosphere intermediate its ends and having one end closed and the other end connected with an engine intake, a suction piston connected with said timer and located the first piston and having a valve controlled passage therethrough.

10. In an 1gn1t1on controller for internal combustion engines, in combinatlon w1th a timer device, means for setting the same,

said means comprising a suction cylinder, a piston therein adapted to be moved by engine suction and having a connectlon with the timer device, a second piston therein and connected to the timer device having provisions associated therewith for allowing a rapid movement of the timing device when the spark is being retarded and for timing the speed of the movement of the timer plate when the spark is being advanced.

11. In an ignition controller for internal combustion engines, in combination with a. timer device for controlling the time of ignition, means for setting the same, said means comprising a piston connected therewith and adapted to be actuated by engine suction, and a compound spring device for resisting the movement of the'pist'on when moving under the influence of engine suction.

12. In an ignition controller for internal comprising a pistonoperatively connectedtherewith and adapted tobe moved in one direction by engine suction, a compound spring device including relatively weak and strong springs for resisting such movement, and means for adjusting the initial compression upon the weaker spring.

13. In an ignition controller for internal combustion/ engines, in combination with a timer device for controlling the time of igni-' tion, means for setting-the same, said means comprising a piston operatively connected therewith and adapted to be moved inone direction by engine suction, a. compound spring device including a V plurality of springs for resisting such movement, and means for controlling the range of action of one of the said springs.

14. In an ignition controller for internal combustion engines, in combination with a timer device for controlling the time of ignition, means for setting the same, said means comprising a piston operatively connected therewith, and adapted to be moved in one direction by engine suction, a plurality of springs for resisting such movement, means for controlling the range of action of both of the'said springs.

15. In an ignition controller for internal therein, a by-pass associated with the concombustion engines, in combination with a timer device for controlling the time of ignition, means for setting the same, said means comprising a piston operatively connected therewith and adapted to be moved in onedirection by engine suction, a plurality of springs for resisting such movement, means for controlling the range of action of both of the said springs, and means for controlling the initial compression of one of the said springs.

16. In an ignition controller for internal combustion engines, in combination with an ignition timing means, suction actuated means for positioning the timing means, a by-pass associated with an engine intake conduit, and a pipe connecting with the said bypass and leading to the suction means.

117. In an ignition controller for internal combustion engines, in combination with a .timer, a suction device for setting the same,

a by-pass associated with an engine intake conduit and having adjusting means therein, and a conduit connecting the by-pass With the suction device.

18. In an ignition controller for internal combustion engines, in combination with a timer, a suction device for setting the same, an engine intake conduit, a throttle valve duit and disposed in such relation thereto that the throttle valve upon its opening movement is adapted to pass one of the branches of the bypass and establish a flow of gas therethrough, and a conduit connecting the by-pass and the suction device.

19. In an ignition controller for internal combustion engines, in combination with a timer, a suction device for setting the same,

an engine intake conduit, a. throttle valve therein, a by-pass having branches leading into the intake conduit, one above the other,

the upper of said branches being below the throttle valve when the latter is in substantially closed position, and a conduit con- 11(' nectmg the by-pass and the suction device. 20. In an ignition controller for internal combustion engines, in combination with a timer, a suction device for setting the same, an engine intake conduit, a throttle valve therein, aby-pass having branches leading into the manifold at different points relative to the valve, one of said branches having relatively higher resistance to the flow of gas therethrough than the other and a conduit connecting the by-pass with the suction device. 1

21. In an ignition controller for internal combustion engines, in combination with a timer, a suction device for setting the same, an intake conduit, a throttle valve therein, a by-pass having branches leading into the manifold at different points relative to the said valve, said by-pass having the branch the throttle upon its initial movement, and

a conduit connecting the suction device with the by-pass.

22. In an ignition controller for internalcombustion engines, the combination of a timer device and means controlled by the suction of the engine having provisions for obtaining a relatively quick retard of the spark and a relatively slow advance in response to variations in suction pressure, and provisions for initially obtaining an advance of the spark at-a certain rate up to a certain value of suction pressure, and then for obtaining further advance of the spark at alesser rate upon further increase of the suction pressure.

23. In an ignition controller for internalcombustion engines, the combination with a timer device; of engine controlled means including a movable member for automatically advancing and retardin the timer device; and means for hinderlng the advancing movement of said movable member whereby to obtain a. relatively quick retarding adj ustment of the timer device and a relatively slow advancing adjustment in response to variations in engine operation.

24. In an ignition controller for internalcombustion engines, the combination with a tuner devlce; of engine co-ntrolledmeans including a movable member for automatically advancing and retarding the timer device;

means for hindering the advancing movement of said movable member whereby to obtain a relatively quick retarding adjustment of the timer device and a. relatively slow advancing adjustmentsin response. to'

variations in engine operation; and provislons for obtaining the advancing movement of said movable member at a varying rate throughout the range of engine speed varia- .tions.

25. In an ignition controller for internal combustion engines, the combination of a timer device and means controlled by "engine suction having provisions for obtaining an advance of the spark initially at a certain rate up to a certain value of suction pressure, and then. at a lesser rate upon further increase of the suction pressure, said provisions including means for varying the values of these rates of advance.

26. In an ignition controller for internal combustion engines, the combination of a timer device and means controlled by engine suction having provisions for obtaining an advance of the spark initially at a certain rate up to a certain value of suction pressure, and then at a lesser rate upon further in sions including means for varying the range of action of said ratesof advance.

suction having provisions for obtaining an advance of the spark initially at a certain rate up to a certain value of suction pressure, and then at a lesser rate upon further increase of the suction. pressure, said provisions including means for varying; the range of action of said rates of advance .and means for varying the values of said rates of advance. f

28. In an ignition'bontroller for internal combustion engines, the combination with an ignition timer of a timer setting device actuated by engine suction, means for adjusting said timer setting device with respect to the timer to vary the range of control thereof, and means 'for connecting said timer setting device with the engine intake including provisions for adjusting the degree to which the timer setting device is vice in order to vary the range of control,

"effected by the timer setting device.

30. In an ignition controller for internal combustion engines, the combination with a timer device, of a timer setting device controlled automatically by the suction of the engine, and including provisions leading into the engineintake conduit at different points whereby the suction pressure effecting the operation of the timer setting device is the result of the differential action of the suction." pressures at said different points, said differential action varying in accordance with the extent of opening of the engine throttle valve.

31. In an ignition controller, the combination with an internal combustion engine having an intake provided with a butterfly throttle valve, and with ducts leading into said intake, one duct being nearer the valve than the other; of an ignition timer; and a timer setting device including a cylinder in communication with said ducts.

32. In an ignition controller, the combination with an internal combustion engine 33.In van ignition controller, the combination With an internal combustion engine having an intake provided With a butterfly throttle valve, and with ducts leading into said intake, said ducts being so located that the valve when substantially closed is entirely between said ducts and the engine cylinders, but so that the edge of said valve passes one-of said ducts upon being moved to open position; said latter duct opening into said intake through a narrow slot the long dimension'of Which is parallel to the axis of movement of said valve; of an ignition timer; and a timer setting device including a cylinder in communication with said ducts.

34. In an ignition controller, the combination With an internal combustion engine having an intake provided with a butterfly throttle valve, and with ducts leading into said intake, one duct being nearer the valve than the other; of an ignition timer;

a timer setting device including a cylinder,

in communication With said ducts; and means for adjusting said ducts.

In testimony whereof I aflix my signature.

ALBERT E. 'BERDON. 

